Hangar Flying

Thanks Glenbob. I have a carburetor (wish I had injection)! I will try your recommendation.

Regards,
Afif

My long EZ minimum pilot weight is 180 lbs.  I have an 0-320. The  W&B will provides you a feeling of the operating range of the aircraft. Eventhough our mission is to keep the plane's weight to a minimum, it affects performance as you have seen. I believe you still have some "experimenting" to do on the nose section. Try a better, heavier battery (if its in the nose), and more ballast.  The OPTIMA Gel D51R weights 27 lbs and it fits nicely on the nose. The 360 is a bit heavier than the 0-320 and 0-325 common on the EZs, so it needs to be compensated. I would work on the nose ballast first than "modifying"  any other part of the plane...

Afif Saybe
LONG EZ HR-ATQ

I thank you both for taking the time to put your thoughts together and provide useful advice of a really sketchy topic.

I was tempted to continue flying but deep inside, i aborted two take offs because things were not like there suppose to be (engine wise). I grounded the airplane till I could correct the problem once and for all. I felt frustrated because my mechanic was playing hit or miss with the diagnostic. This particular event has been very educational and evaluating different perspectives of "engine maintenance" in contrast of what the manufacturer or greedy mechanics say.

Since I posted my inquiry, I did a lot of test to further diagnose my original problem till I decided that the cylinders needed to be inspected further. Cylinder number three had a broken ring. I month ago, I had a similar leak on Cylinder number 4 and a broken ring was also found. So I decided, to change all of them. Nevertheless, after further cylinder inspection, my chrome cylinders needed work given that the ring tolerance inside the cylinder exceeded on all of the cylinders. The intake valves also had some wear. Crankcase and derivatives looked normal and no major issue there. Since we don't have a shop here to do that kind of job, considering the hours on the engines and the "ifs" of the last top made on the engine, I decided to purchase 4 new cylinders for the 0-320. No, I don't have money to spare. However, I really want to enjoy every time I go flying, not worry every flight of the other 'ifs" of the uncertainty of a "unhealthy" engine. I fly in 100% rugged terrain and in a tropical environment all the time and performing safe flights is of my highest priority. Also, honestly, I do hate down time, too!!!! I should be receiving my cylinders Thursday and will work on them on the weekend.

Once again, thank you for your thoughts and considerations to a fellow Canardian in need!!

Regards,
Afif Saybe
LONG EZ, HR-ATQ
Honduras

I have a Long EZ 950 hrs with an O-320-E2G 160 Hp Engine which has 550 hours after its top overhaul. The Total time of the engine is 2240 hrs. Just replaced one set of rings in on the cylinders, compression are in the 70s. However, starting having some minor engine issues and oil consumption has gone way up and we are suspecting its going through the intake valve.

Nevertheless, I'm a bit cloudy with respect of the TBO of the engines, replace the cylinders or exchange the engine. I stop flying to determine my options. In the certified environment the TBO is well established, what in the experimental environment? What options could be considered for this engine/scenario? Exchange ( if $$$$ available)? Major overhaul? Limitations... Thanks in advance.

Afif Saybe
LONG EZ HR-ATQ

What is the typical thickness of the foam used which is sandwiched on the nose section?

Thanks for the featherlite information I will contact them tomorrow. I'm in Honduras and most everything for speciality puropses has to be imported. I will order the glassan oam from Spruce, but the epoxy (hazmat) I will have to look for it locally, Is there a particular EPOXY I SHOULD NOT USE??

Thanks,
Afif

Yesterday I experience a nose gear up landing in my Long EZ . The nose strut was worn off at the uppwer part and substantial amount of glass was also worn off from the bottom, which exposed the foam. Given I am a non-builder, I highly respect the experience and the vast amount of knowledge I have gather from this forum and its proud members. I have some pictures I would like to present for options on how to repair the glass given its position on the airplane. Please contact me via email if I can present the pictures. Email: saybeengineering@hughes.net

Per a fellow canardian, he recommended me to purchcase a new strut from Featherlite. Do they have a website, contact :?: ?? Given the situation, I will be installing the eznoselift with its AEX module and I believe I can take care of the nose gear and its derivatives straight forward. However, the glass worries me given that I lack experience on WHAT type of materials and procedure to follow. I thank in advance everybody for their time and knowledge .

Respectfully,
Afif Saybe
LongEZ HR-ATQ